/gag/ - General Aviation General

Just came back from a multi engine review flight w/ an IAP (non precision via an arc)

Gonna be walkin funny for a bit. Partly cause of the single engine, partly cause of the reaming I got from the instructor.

Remember kids: automation is only a great tool if you know what the fuck you're doing.

>>1055302
The cockpit is no place for clever ideas, son.

>>1055316
Heh, most of the time I'm pretty good with the autopilot but it threw me a curveball today loading an approach.

>>1055321
Hand fly that sumbitch

>>1055332
Well he failed my engine soon after so I didn't much have a choice lol

He made you hand fly an arc on single engine? Jesus H Christ, i get loading up the student, but an arc while SE is just retarded. I'm closing in on 5k hrs and the only time i arc is in the sim. There's a time and a place for that shit, and its not burning multiengine $$$.

>>1055344
He failed it as I was intercepting the final approach course, so flying the arc wasn't too bad.

The entry got me though; I was busy trying to program a GPS overlay to make my life easy, but I couldn't find the IAF in the options. I switched to VOR needles and in doing so fucked the autopilot mode, and I didn't catch it. By the time I caught it I was overshooting the lead turn which screws up the whole damn thing. I selected the right minimums but there was a NOTAM that changed my specific mins, so that was strike 2. I failed to establish a steep enough descent after the FAF which led to me running a tight pattern and subsequently overshooting my turn to final, strike 3.

Kinda botched it from the start, but ya can't win 'em all, I suppose.

>>1055302
kek
You fuck up with the autopilot? What did it try to do, climb you into a stall or descend you into the ground?

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Hello /n/

I am planning on building my own plane and am looking for some guidance. I've attached my project outline and you'll see it as the photo to the left of this text. I have some questions.

How can I ensure the plane will be able to achieve flight?

What can I do to increase flight time?

How can I make the design more aerodynamic?

Thanks, I'll post more photos soon.

>>1055354
My instructor was giving me vectors for an airway that led to the IAF, and I had a limited amount of time to program an approach. The options for the IAF in the system were something I hadn't seen before, and I didn't have time to fuck with it before starting the approach. I used a heading mode for the airway intercept, then switched it to fly the VOR needle to the IAF on the airway, but somehow it got switched to ROL (bank hold, or 'roll mode') and since I was level I didn't catch it until I was overshooting the lead for the arc.

>>1055357
I could tell you all you want to know about aerodynamic principles, the theory of lift, and design features of aircraft, but I couldn't make a paper airplane to save my life. Just ball it up and throw it hard, it'll probably fly further.

>>1055357
I had a book on paper airplane designs as a kid and the attached link is the exact same design as the first one in the book. It referred to it as the "American Standard" and it has supposedly won competitions. Flies far + quick and easy to make.

https://www.youtube.com/watch?v=AljTDb2cyhc

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they should allow ultralights to fly into in more air space in Alaska.

I would make going to the next town over for stuff a lot better during some parts of the year.

>>1055504
what an adorable little death trap

How much energy density will batteries need before piston engine aicraft will be dead forever?

Electric engines are much more efficient so batteries need 3000-4000wh/kg at most.
But electric engines are also lighter

>>1055512
a gallon of automotive gasoline is 33.4 Kilowatt hours.

A nissan leaf has a 26 kilowatt hour battery pack and it only uses about 80% to go 80 miles. A tesla model S 100D goes 330 miles on 100 kilowatt hours.

a gallon of gasoline weights 6.1 pounds.

a nissan leaf's battery pack weights 660 pounds.

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Mikeys ALIVE!,
,,was afraid lost in Elko.,
,Sohappy!

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RenoMedicalFlightService,,, they allook the SAME!

,,capcha>chose all planes.

you killed the thread bacon

http://mobile.reuters.com/article/idUSKBN16N0DI

GA is about to get worse.

>>1056424
I think ATC is one of the few things the government has the potential to do better than the private sector, especially with NextGen in the works. I'll be interested to see how that plays out, because if there is a shift to the private sector, there will a lot of confusion and disarray within the whole industry for years to come.

>>1056424
>>1056428
Should be fun. Until there's fees for using every ATC's services anyways.

>>1056428
AI and GPS should just take everything over.

humans would just be a safety measure and to talk to pilots.

>>1056471
No.

>>1056484
>supercomputers at every major airport running Watson Air Traffic Controller AI.
>linked by dedicated fiber optic lines. so they can form a hive mind and provide redundancy.
>can think about where every airplane is and where they are going well in advanced. faster and better than meatbags.

So anyones airbase stationed in nowhere land? Im almost done college for aviation mech and thinking about travelling far.

>>1056547
>computers never fail
Do you realize what industry this is? There are redundancies for redundancies, and the human is the problem solver when the computers fail (save for Airbus' philosophy). What if a transponder fails? What if a radar goes out? What happens when someone goes NORDO? If it is made by humans it is subject to failure.

>>1056547
landing on doughnut runways right?

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>>1056547
>Air Traffic Controller AI
No.

So I might be flying from Virginia to California in a C152 (ferry flight) next week. I usually don't spend more than 4 hours a day in a plane, and I'm gonna be pulling 6-8 hour days with this trip. Any suggestions for my flattened ass-cheeks? Also are there any good airports in that straight line distance I should definitely stop at?

>>1056613

>So I might be flying from Virginia to California in a C152

For a second I thought you must go to the same flight school as me, because there is a poster on the wall looking for volunteers to fly from VA-CA to deliver a Cessna. But to my knowledge my flight school does not have any 152s

>>1056642
Well fuck, go get it and we can do formation on the way back!

Any other Britbong PPL holders around here?

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So I found this youtube channel and thought it was pretty great:

https://www.youtube.com/channel/UCq4urPJHPbzOsQsgxYKGd2A

depressing as fuck though

>>1055565
How do you know my name?

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>>1056704

I don't have my PPL yet.. :(

>>1056726
If you think that's bad, watch what the pros train with. These are their friends and colleagues in the examples.
https://youtu.be/WfNBmZy1Yuc

>>1056727
Bacon works in mysterious ways.

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Bit of an ego bruiser today boys

Working on Commercial Multi doing pattern work today. Setting up for a short field, my approach was a bit high, I reduced power and carried a bit of extra energy into the flare, touched down maybe 100 feet long. I brought the flaps up and applied maximum braking action.

Didn't have enough wind correction in, so the right quartering tailwind lifted the right wing maybe an inch, reducing the weight on the right main. Right brake locked up and skidded for a half second or so, and tower reported a good puff of white smoke from under the right wing. The taxi back was a bit awkward hearing 'thump-thump-thump-thump' to the ramp, and the tire is gonna have to be replaced.

I'm gonna go sit in the corner now

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>>1056769
FK thatire!!, itsupposed to get worn.
,, Howas the Shortfield?, stopin time?
,,,ifit was Cow,, youd be Happy to burna tire.

>>1056775
Got it stopped in something like 1500 ft after touchdown, but the tire was in good condition, and could've lasted a while longer if a certain pilot had applied the proper wind correction with the stick.

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>>1056779
high,,, on a shortfield., theres the miss.
,, should have nests in the gear, watching your socks., mule speed is DANGER,, gota have it at the threshold.,

,,,,after watching "Flying", IMAX about Corsair landing on Carrier,,,,i Aced, landing, on the threshold!
,"BravoRomeo, minimum threshold is 15 feet"
,,next landing was Better!!!,
" BRAVOROMEO, MAINTAIN 15 FEET AT THRESHOLD!"<you sputs!
,tower was sympathy, understanding,, but I was WAY LOW over the freeway approch.
,,"BR, shot for the touchdown line"
,,,,its just, nothe same.

>>1056784
Bacon I'm scared, I'm beginning to understand your posts

>>1056769
Damn man, that sucks. I hope I don't blow any tires in my multi training.

>>1056822
Thankfully I didn't full on blow it, but I did put a sizable flat spot on the tire, maybe 6"x 4", shaving the area bald. If it was locked up for any longer I'm convinced it would've blown.

>>1056826
What are you flying for your training?

>>1056832
DA42 Twin Star

>>1056833
Ooh, sexy. I'm going to be doing my training in a PA-44 Piper Seminole. Turbocharged.

>>1056840
Good plane, though I've heard single engine performance is on the poor side. Just prepare for everything to happen really quickly. It's very easy to get behind the aircraft in multi if you're not on top of things

>>1056841
From what I've been told single engine performance is complete ass. At best all you can do is cruise, don't expect to have any climb performance worth mentioning. With the gear down you're going to find yourself embedded with the ground sooner rather than later.

And that's exactly what my instructor told me. The thing climbs at 1400 feet a minute, it's ridiculous. It's going to take some getting used to, that's for sure.

>>1056844
You'll become intimately familiar with CPDIVE, and learn how to milk performance out of the plane with better stick and rudder skills. Are you doing instrument stuff in multi as well?

>>1056844
Is 1400 fpm a lot?

>>1056849
When you're used to 500 fpm in your Cessna 150, it's a lot.

>>1056847
Yeah, I'm going to have to go over instrument again in my multi. Sounds like we're going to be doing a lot of one engine out instrument approaches and patterns.

>>1056962
Just be prepared. Instrument approaches are a whole new monster going 120 kts instead of 90 or so. It doesn't seem like a big difference but the approach happens so much faster in a twin.

>>1056974
I actually did my training in a 182, so cruise was 120kts. So it shouldn't be too bad on that front.

>starting instrument training soon
Jesus fuck how the hell do you guys absorb all the information on an approach plate so you don't have to be looking at it all the time? Or is it mostly about knowing what your next move is, and figuring out what you're doing after as soon as you do that? ie. finding the next stepdown fix DME as soon as you hit one fix

>>1057268
It gets easier with practice, but ultimately it's how you digest the information on the plate. Throw whatever frequencies into the radios, throw your VOR/ILS frequencies in there, get an idea of your initial segment and brief your minimums. You will have to refer back to the altitudes if it's unfamiliar, but it's only annoying when you get to a localized approach with like 10 steps downs. Just practice briefing some and recognize that you don't have to digest every piece of information on the chart, it's for reference if you need to find something out.

>>1057268
Over time it gets easier. Then you fall out of practice and it gets harder again.

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where my helicopter brodies at

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>>1057301
Right here bro.

>>1057268
Once you've tuned and identify your stations, the main things are:
Final approach course
Top of the approach
Bottom of the approach

The devil is in the details though, so the best thing is to brief the approaches early in your cruise, then again before descent.

If you're doing one approach after another, take a detailed look at all of the approaches before you show up for the lesson. If you can, brief them again before you fire up. If you do it this way, when you look at the plate in flight the information won't be completely foreign.

The key is being prepared as early as possible. In slow airplanes that might mean briefing the approach at a leisurely pace once while cruising, in a fast mover it might mean looking them over the night before and again day of. Don't be ashamed if you feel overwhelmed. There's nothing wrong with memorizing the approaches to your home airport, as long as you don't neglect briefing the approaches each time you fly them. It might save your bacon some day.

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>tfw major military aviation junkie, can name 100+ planes from early WWII all the way up to 2010`s
>start doing PPL, friends and instructors can point out civvie jets and GA aircraft in a whim
>I can barely tell them apart

Anyone like this? Kind of embarrassing to me to be honest, though I`m sure I`ll get the jist of it as I go

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>>1057470
Most kids will learn military aircraft first because they're awesome, loud, and drop bombs and shit. But once you start flying you will gradually open your eyes to all kinds of planes and learn neat things about all of them.

Take the Metro II, pic related.Its a poor man's King Air, and regarded as such. But unlike the King Air, it has a system for alcohol injection to increase the power of the engine for a limited time during hot and high takeoffs, something you really don't see a whole lot.

Civilian aircraft recognition will come in time, but you have to recognize that each and every plane is designed to do a similar task slightly differently, so they all have their quirks, advantages, and disadvantages. Even different models of the same plane are very different.

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What happens here?

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>>1057508
I`m really not averse to GA aircraft, it`s just I`ve not been exposed to them that much. I`m already starting to admire quite a few of them that I`d never even known a few months ago. For instance, the school I`m at has a pristine brand new Super Decathlon in factory red and white colors and that thing just hypnotizes me as to how cool it looks.

But yeah, I suppose you`re right, it`ll come with time.

>Even different models of the same plane are very different.

Oh yeah, definitely. That`s something I`ve noticed even with the 172`s, flying a 172N and a 172R/S are two completely different stories. I tell you, going to an S after flying primarily N`s, that thing feels like a space shuttle when it climbs, and it`s not even that high performance.

pic unrelated

>>1057587
Spring break huehuehuehue

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How would I get to fly a Super Connie?

My Grandpa worked on them for TWA in STL, and they're just such beautiful planes... they need to keep flying.

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>>1057595

What happens here?

>>1057604
TFRs

>>1057607

Which is better for Flight School and QTs?

FXE or DAB?

>>1057608
QTs as in women?
It's Florida, there's beautiful people everywhere (that isn't poor or a retirement community).

What kind of training do you want? University classes, part 141, part 61?

>>1057626

I'm going to do ATP Flight School, with credit for PPL

>>1057594
After flying Cessnas and Pipers for a while you'll begin to appreciate how much of a difference 50 hp or so makes.

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>>1057598
I'm pretty sure there's, like, one functioning Super Connie left in the world

If you want to go cruising in old-ass airliners and cargo haulers, it's pretty much all Douglas DC-3s and -6s (Though, to be fair, there's hundreds of them)

>>1057667

Maybe if we restore one... Commemorative Air Force maybe since they did serve.

>>1057640
I don't like South Florida, but that's just me.

>>1057675

Tell me why?

>>1057676
Less friendly. Too many brown people. High cost of living. "North Cuba."

>>1057684

So you'd recommend Daytona Beach?

I want to fly planes and find a nice QT to spend time with

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>>1057684

Is it really that brown?

>>1057689
Its florida. Everyone is brown even the white people :^)

>>1057691

>tan

Yeah yeah I get it..

>>1056596
What is /gag/`s opinion on that doughnut runway video/concept?

Is it absolutely 100% undoubtedly a fucking abhorrent meme?

>>1057707
Just a meme.

>>1057707
It's enough trouble to build and maintain a straight runway much less some circular one. Besides, what would a stabilized approach be like?

>>1057715
a nightmare

>>1056714

britbong student PPL here.

My flying club are heading out to Duxford next month and I've booked myself in to fly their Grob 115 with the instructor, so that's going to be cool.

Slightly less cool is that the Grob's booked out on the day I'm planning to take my next lesson so I'm going to be in one of the 152s. I don't mind so much, but the control layout of the Grob is SO much nicer, but hey, can't win 'em all and it'll give me a little variety.

>>1057811
It's all what you get used to.

>>1057811
How is flying in Britain? I heard it's a lot less free than flying in the states.

>>1057853

the CAA takes a rather dim view of letting off fireworks and having a live bald eagle in the cockpit.

In seriousness though, I can't say for certain if there's all that much difference because I only started to learn to fly a couple of months, but the biggest point I've found so far is that the weather is super sketchy and will come down on you with little warning.

>>1056613
Well, I'm here. I'll update w/ pics along the way if I remember.

>>1057811
Grob 115s are great, had a few flights on them courtesy of HM.
152s are a squeeze though, tiny little birds. Bit cheaper than the other aircraft at my club so that's nice.

>>1057853
The weather is an absolute pain. Had so many days knocked out due to low cloud or x winds.
Airfields like Denham have it quite bad for the amount of traffic and controlled space they have to deal with, other more remote aerodromes have access to plenty of class G.

Supposedly our types of air traffic services outside of controlled airspace are somewhat unique and that can mess with foreign pilots.

>>1057640
I'm at DAB at Riddle for air maintenance. Pilots pay 250 an hour for some sniffed out Sky hawks and more for Da42s.

DAB doesn't get TFR'd as much though due to presidential 747s coming in. Trust me, Palm Beach gets them all the fucking time now that trump comes down

>>1058023

How is DAB? Is it a pretty good airport and good for students?

Also, how's Daytona Beach in general? I've heard lots of mixed reviews. I've heard it's a town full of meth, but also heard it's great for young people?

>>1058029
good airport with lots of approaches and great controllers. the charlie airspace can get saturated though, you'll be asked to remain clear of the charlie at some point in your career when you're inbound, especially if you dont have a riddle callsign.

As far as social life, there's a reason DONGS is a waypoint on one of the nearby approaches. Its a sausagefest.

>>1058043

>As far as social life, there's a reason DONGS is a waypoint on one of the nearby approaches. Its a sausagefest

That's pretty gay.

I was hoping to move somewhere that has women, since there aren't any decent QTs where I live. But, well I guess it doesn't matter. I should move based off of the best aviation education. Not where there is pussy.. right?

>>1058049
there are plenty of girls, just not at riddle.

>>1058055

Oh, I don't care about riddle, since I won't be going there.

How's quality of life down there? Good food and shopping for groceries and things? I keep hearing that area is trashy..

>>1058057
daytona has nice parts, but if you're going there to do part 141 training, don't count on having much time to be out and about. Best bet is to make friends with some of the old timers at spruce creek, see if you can do some work for them. wash airplanes, clean hangars, etc. that's what I did, and it's led to a several great opportunities, they're very well connected people.

>>1058058

Yeah you're right anon. I probably don't realize how busy I'll be with training. That makes sense.

The only reason I'll be moving in the first place is for Flight School. If DAB ATP is better then FXE ATP, than I guess DAB it is.

I hear ATP has a nice FBO at DAB, as well as better facilities too?

>>1058059
don't bum around at FBOs.

>>1058062

I didn't plan on it. But I figured if they spent the money for a FBO, that the other nearby facilities would be nicer

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>>1056613
>>1057987

someone did a shit job at putting in the transponder, the garmin gtx330 was trying to read position off a crap, out-of-date apollo GPS. Slight delay getting that fixed.

here's some random jumping hole in Tennessee
here's a cool jumping hole in Tennessee

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>>1058312
.. Cherokee river? I'm bad at identifying landmarks.

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>>1058313
slithering serpent's river

Would it be easier to be employed as a helicopter pilot or a fixed wing pilot? Aussie here

flying is seriously scary as fuck

how the fuck do you people do it as a hobby?

>>1058363
Not knowing anything about ausland I'd put my bets on fixed wing due to sheer numbers.

I know 200 fixed wing pilots but only 20 copterfags

>>1058377
The first person to go 25 -30mph on a horse probably thought their head was going to explode, then it become normal. You get used to things, especially when you understand and control them. Horses, airplanes, firearms, anything really.

Also, quit being such a little baby. Airplanes are tame.

>>1058378
I think copter jobs may be slightly more available in 'straya because they use helicopters to manage their super large ranches.

At least I think I remember hearing/reading that. Could be totally wrong.

is piloting mostly autopilot? not being a douche

>>1058392
No.

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>>1058392
>this is what most civvie groundfags think

sad tbqh

>>1058396

I did their Cessna online ground school and at first thought that pair was very cheesy, but they grew on me. Very good instructors and the videos they had I thought were easy follow.

>>1058396
Gross why is that high res?

What state did you guys do your training in? I'm in Illinois. Working on my Instrument through CFII at a 141 college. Can't wait to be finished and move to somewhere with nice, warm weather like Arizona and instruct there.

>>1058403
My check ride is tomorrow and throughout most of my PPL their online course that came with my Cessna kit helped me out a lot.

>>1058407
do not bully the King`s

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>>1057668
I'd rather see one of these restored, to be quite honest.

>>1058377
Some people do find aspects of it terrifying but that can sometimes be the pull to flying.
On finals it used to feel like my balls were retracting up into my rib cage from fear.
You eventually get over it, I came to love landings.

>>1058473

>On finals it used to feel like my balls were retracting up into my rib cage from fear.

See I feel the most relaxed during landing. Sometimes it I'm just doing straight and level Flight with no tasks, my mind sometimes wanders and I'll start to give myself anxiety by thinking "oh shit I'm really high up in a machine flying through the air, I'm not on the ground" and I'll feel really anxious, but once I have some sort of task (checking AWOS, charts, or whatever) I get focused on what I'm doing and feel ok.

>>1058396
>>1058395
I'm mainly asking because I'm currently in a little bit of a ditch regarding going down a helicopter route or plane route. I love the feeling of being involved with whatever I'm working with, and the thought of autopilot was a severe turnoff for me (few websites had mentioned it was boring, but they did seem as if they had a chopper bias)

>>1057598
>>1057667
>>1058465

Maybe someone should start a Conservation society for old airliners. We take them and restore them, then fly them around.

"Commemorative Airlines."

>>1058558
they're both neato.do you have any flight hours yet? I would say get a private pilot airplane certificate first, it will make your helicopter training hours more efficient and you will have an appreciation for both. it's a cheaper way to do it.

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>>1058377
Views like this, mainly

>>1058377
I think it's pretty awesome famalam.

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>>1058716

>>1057604
>KHWO

My first airport with my first flight school, I miss it so damn much <333

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>Failed checkride because of 1 admittedly poor normal landing
>Get in an enraged saddened frenzy and nail all subsequent landings, short and soft
>Next time I just need to do 1 normal landing and I`ll pass

I feel happy and sad at the same time

>>1058796
How poor are we talking? Would have to be borderline dangerous to not pass a checkride methinks

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>>1058377

what >>1058716 said

I kinda just want to dump nice pictures I've taken now...

>>1058846
To be honest, I tried to force the plane to the ground because I knew for sure that I would miss the 1000 foot mark, so as a result, the plane bounced like 2-3 times, and the examiner was pretty unhappy with that. And so was I, to be honest.

Feels rather ridiculous that of all the things I could`ve failed my check for, it was one of the most vanilla things and it only happened because I was fucking palms spaghetti nervous.

Right now the thing I`m the most mad about is the fact that I won`t be able to have made my PPL in the 2 months I wanted. Probably gonna be either 2.5 or 3 months :/

>>1058968

I hope I don't fuck up my checkride ;__;

Would the examiner tell you during other parts of your flight if you made small mistakes?

>>1059013
Maybe, maybe not. From what I can tell there`s a lot of difference between examiners. Some might just keep their mouth shut and write down on a notepad, or sometimes they`ll say like "good, not bad" that sort of thing. Again I don`t have enough experience to tell you, because I`ve only done one (mostly successful, but still failed) checkride.

Good luck regardless anon.

>>1058968
Remember, go-arounds are your get out of jail free cards with respect to landings. The examiner would much rather you exercise good aeronautical decision making rather than forcing it to make a point. In fact, with respect to landings the touchdown spot is only one aspect of the line item. Stabilized approach, coordination, wind correction procedures, etc. are all assessed, so don't place all your focus on touching down on the spot.

>>1059073
I went around on my first go, but I was only allowed 1 go-around per landing, and the second attempt was just as poor as the first. If I could, I would`ve kept going around till I nailed that landing, but oh well

>>1059128
Only "allowed" one go around? What's he going to do, flunk you for going around? Ridiculous. Never feel like you can't go around. You can ALWAYS go around.

>>1059128
There is no limit to the number of go-arounds you can do provided that you apply corrective actions to fix what you did wrong on the previous approach. If you make the same (or fundamental) mistakes over and over, he will fail you. But never fool yourself into thinking that a go-around isn't an option.

I'm worried about my written test next month. I'm absolutely terrible at taking tests. I'm very worried I'm going to do poorly on it..

If i fail is there an amount of time I must wait before taking it again?

>>1059205
Which written? You can take practice tests.

>>1056840

>pa44 Seminole

I've just been tasked with reassembling one of these that was an abandoned project... 2 containers worth of unsorted, unlabeled parts. With some 172 and Aztec parts mixed in there to keep things interesting

>>1059205
shepherd air, i spent 2 days on it and got 96 on the ATP.

>>1059222

Tell me more about this please

>>1059220

Private pilot exam

>>1059295
Have you been studying using mock tests? I can tell you right now that the written private exam is a breeze. It`s basically 90% of the questions that are shown to you in the mock tests.

>>1059295
IF YOU FOLLOW THESE STEPS, YOU WILL GET A GOOD SCORE, EVEN IF YOU'RE A DODO.

STEP 1: get either sheppard air test prep, ASA prepware, sport"s study buddy, Gleim or any of the other practice test software on the market.

STEP 2: create a test/study session that contains either ALL the questions in the software, or ALL the questions in a given category e.g. weather, systems, regulations (if you want to do this in smaller chunks).

STEP 3: Answer every question in the test/study session. As you answer, "mark" ALL incorrectly answered questions AND questions that aren't "no-brainers". THE ONLY QUESTIONS LEFT UNMARKED SHOULD BE "NO BRAINER" QUESTIONS THAT WERE EASILY ANSWERED CORRECTLY.

STEP 4: read the explanation attached to each marked question. If the explanation doesn't clear things up, refer to approved study material. DO NOT ASK THE INTERNET. DO NOT ASK /gag/.

STEP 5:Create a new study session consisting of all your marked question.

STEP 6: Repeat steps 3, 4, and 5 until there are no questions left that aren't "no brainer"

STEP 7: move to the next subject area. and repeat steps 3, 4, 5, and 6

STEP 8: After you've worked this process through the entire question bank, Take a "practice exam" using the study software. You will be presented with the same number and variety of questions as the real thing, and a time limit. If you score below a 90% on this practice exam, re-evaluate your life. if you score high, keep taking practice exams to keep yourself fresh until the day of your test.

This method will take about three days if you haven't opened a book, and about one day if you have diligently read your study material (depending on the test)

>>1059309
>>1059311

Thank you. I'll do these both.


I just really stress when it comes to written tests. My mind blanks out..

>>1059343
if your mind blanks when you get stressed, maybe flying isn't for you.

>>1059350

I specifically said written tests

>>1059358
Any mind blanks are cause for major concern. Mind blanks indicate dodos. Dodos shouldn't fly.

>>1059408

that doesn't happen to me in real world situations.

>>1059417
Wait till you get a full IFR reroute in a multi engine aircraft over something like the LA or NY area. If you haven't been caught with your pants down before you sure will then, and the controller is gonna make you look like a clown if you fuck it up.

>>1059417
>>1059343
The inability to perform a simple multiple choice test is a good indication that you've probably got other mental deficiencies that would preclude you from flying.
Like >>1059434 said, you will have written tests happen in the cockpit. Flying is very different from the "real world" you're used to. It is academic. It is a world of rote memorization, writing, and in IFR conditions it means sitting in a featureless room with just you, and the numbers.

>>1059435
I wouldn't say that it precludes anyone from pursuing a rating or career in aviation. The idea is to learn to manage and perhaps use that stress to your advantage rather than freezing up or panicking. We all encounter those moments but we learn to overcome it, not quit the game altogether.

So me and an IR rated friend do a long XC and we both want to log PIC time. So to both log PIC, obviously my friend would be under the hood. Two questions: 1. Is there any requirement for logging simulated instrument? So basically I would be doing the pilotage and dead reckoning and tell him to adjust our course. Can he log it if he's just going to do some turns but mostly straight and level flight?

2. Lets say he gets tired of being under the hood. Can I get under the hood and log sim-IR and PIC if I don't have my IFR or would I just have to stop logging my time?

>>1059528
If you agree beforehand that you, the safety pilot, will be responsible for the safe operation and have command of the aircraft, and the pilot under the hood will be manipulating the controls, you can both log PIC for the time he's doing simulated instrument flying.

If you do not have an instrument rating and your buddy does not have a CFII then no, you cannot log simulated instrument.

http://www.aerolegalservices.com/Articles/2015-01-06%20Safety%20Pilot%20Questions%20Answered.shtml

>>1059534
From what I read over at https://www.pilotsofamerica.com/community/threads/can-i-log-instrument-time.83930/ , it looks like I can log PIC in both situations and also simulated instrument if we switch PIC roles and i put on the foggles.. so who's right?

Now that just leaves my first question, but I'm getting the feeling that it does count. It wouldn't be beneficial practice for my friend, but it could get us both PIC time.

>>1059539
Also just took a look at this. https://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2009/speranza%20-%20(2009)%20legal%20interpretation.pdf

So in my situation, my friend would be ACTING as PIC as the safety pilot once I went under the hood. I would be able to LOG PIC because i'm the sole manipulator of the controls. And we're both rated for category and class and current.

>>1059539
You can log the PIC if you're under the hood, but you can't log the sim instrument. If you don't have an instrument rating you can't log the sim instrument unless you're being supervised by a qualified instructor. I suppose you can fly under sim instrument if the safety pilot has command of the aircraft, but you cannot log it.

>>1059552
Okay that makes sense. Not too worried about the simulated instrument, just wanted us to both log PIC. Thanks!

Well I had an eye exam and I got 20/25 in my right eye, and I have to come back to see if I have glaucoma because my ophthalmologist suspected it. How fucked am I now that I'm trying to get my 1st class medical?

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Nnnnoooooo.. I'm suppose to do my first Night flight tonight... :(

>>1059743
You could always make it your first IFR flight.

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Tfw you see KIAD on Archer

>>1059708

lol dude
something like 90% of pilots are fifty years or older, seemingly. The restrictions on who can fly are a joke, and the FAA has been moving to further relax those restrictions to accommodate the aging baby boomer population.

Eyesight is strictly optional

>>1060014
>and the FAA has been moving to further relax those restrictions
I remember when I used to dream.

>>1060014
Glaucoma is one of those no-go conditions the FAA doesn't tolerate.

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Would I ever get a chance at flying one of these without joining the airforce?

>>1056833
Those DA42s look like nice airplanes. I've flown a DA20 and it was a lot of fun.

>>1057667
I believe there are several, although some are "airworthy" but haven't been flown in quite a while.

>>1055554
>Batteries eternally BTFO
We'll see biofuels/synfuels take over before we see electric aircraft become prevalent.

>>1060043
Is a PC-7 close enough? Because there are a fair number of privately-owned PC-7s floating around. Kiss the right asses and you could probably score a ride.

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A maintenance hangar in Statesville NC caught fire a few weeks ago. It was a smouldering fire, not huge flames for lack of air, but it was enough to make a total loss of the several planes within.

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The fire seems to have been caused by electrical problems in the office; being one of the oldest buildings there, it lacked a sprinkler system.

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Massive heat corrosion on unpainted surfaces

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>>1060083
>>1060086
that`s sad, specially that little message on the windshield

>>1060014
I'll be good if my AME only tests with both eyes instead of each individual eye..we''ll see this upcoming week I guess

>>1060042
Well fuck me.

In other news, I got checked out in a 172 after not flying for 4 months. That was fun.

Well I've been rotating on my thumb for the last 2 weeks now thanks to these fucking clouds in the MCI area. Was supposed to go today but clouds are just low enough to fuck up even pattern work

>>1060147
Now, glaucoma in general is a disqualifying condition, but depending on the specifics, you can be conditionally certified on an individual basis. Talk to an AME about it and see what they can do for you. Most will be willing to help you out and do what they can to get you a medical.

https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/app_process/exam_tech/et/31-34/glaucoma/

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>>1060055
They are neat planes for sure. It's got some quirks but the performance is pretty respectable for a light twin.

Ayo
https://twitter.com/aviationcommons/status/848069599828426752

>>1055566
Old skool rotating beacon.

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>>1060083
>>1060086
That's ugly.

We had a hangar fire around here a while ago. Claimed a Boussard, Storch replica and a few Pipers.

>thunderstorms pretty much every day the past two weeks
It's a good thing I like just staring at the clouds too because I sure as hell can't fly. I should probably start studying weather as well. Any recommendations?

>>1060807
Recommendations for what?

>>1060845
Resources for studying weather.. preferably something that wont make me fall asleep instantly

>>1060920
Great (and still relevant) film on icing:

https://www.youtube.com/watch?v=KKJvh9dFCO4

>>1060933
Is there any topic they didn't make a training film about?

Has anyone ever sat down and read through an entire POH? I'm doing that right now with the C172R POH. It's pretty interesting Tbh. I'm preparing for my Private pilot written, I am learning a lot

>>1061067
You had BETTER sit down and read through the entire POH. Any pilot* who claims to be PIC in an airplane they haven't read the POH for is fooling themselves. How can you be in command of that which you do not know? POH, cover to cover. Every airplane you fly.

*Disclaimer: some guys switch airplanes so frequently, and have enough time in enough airplanes to hop into an airplane similar to one they've flown before and be safe.

You are not that guy. I am not that guy, and I'm a CFI.

The POH must be read.

>>1061089
Not really. You should be intimately familiar with performance and W+B sections and how to use the charts, but remember, it's a reference book. Don't sit and memorize the KOEL or supplimental equipment part numbers and all that shit. The idea is that you know the day-to-day operating limitations, procedures, and performance/W+B calculations, but a sizable amount of the info in the POH or AFM is used as a reference. You're not a bad or unsafe pilot if you don't memorize the book, but if you don't know how and when to use it, then it becomes dangerous.

>>1061099
I didn't say memorize, I said read.

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Okay, how the hell do you register for an exam on this website?

I can't figure it out. I've always called in before but they're closed right now so I figured I'd try online registration.

Has anyone here done this method before?

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>>1061330
Here's where I'm stuck.

I feel there should be a "Next" button next to the "Cancel" button but there's nothing there.

>>1060147
Went in and failed as expected. Got deferred by my AME. Surprisingly the glaucoma issue wasn't even discussed more than like 2 minutes and that was that.. AME personally knows a regional flight surgeon so hopefully that'll speed up the process.

I know the majority of you don't care but maybe some of you are interested in the process or might have to go through it some day.

>>1061386
The fact that he deferred you rather than denying your medical is a good sign. You may have to jump through some hoops but I think you'll get one. Just be patient, that's the key with the whole medical process.

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REEEEEEEEEEE

>>1061547
Welcome to every British winters day.

>>1061547
Just like winters in Minnesota.

Are planes like cars in that they lose 90% of their value just for taxiing out of the dealership and most people just go second hand?
(I'm not even a pilot, but realizing even a new Piper Archer costs about the same as a house has surprised me.)

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>>1056547
>Finally get a pilot's licence, no more need to listen to Microsoft's robotic ATC voices or deal with Flight Unlimited 2/3 (a program old enough to have a pilot's licence of it's own.) just to follow proper procedures while flying.
>Tune the radio...121.65... this is it: My first interaction with a controller as a fully licensed pilot. "Arrow 4 Lima Golf, request taxi from LookingGlass Aviation..."
>Microsoft Sam comes over the radio and tells me to listen to ATIS on F R E Q U E N C Y 119.65 and call him back.

>>1061837
kek

>>1061836
Not really. I can see a 20-30% decrease in value after the first owner accepts it, but not a 90%. Aircraft cost depends on the avionics setup and airframe/power plant/prop times, so they can vary by quite a lot even between the same make and model of aircraft.

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What do you call the fixed leading edge beneath the slat? I've always termed it as a "wuss skin" [wing under slat skin] but apparently this isn't a generalized industry term

>>1061925
It's just the leading edge of the wing. It's kind of awkward referring to them separately because once the slats retracts the slat forms the leading edge of the wing.

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>>1057301
Waddup

>>1061970
Yesss boisssss

So fucking keen to book my first lesson! Anything I should be wary of or practice for?

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>>1061970
Went flying a bit today, still circuit practice, but with some G/As thrown in. Moving on stall training et al next lesson, first solo in a few lessons.

Still on my 12th or so hour, fuck I'm slow at this.

>>1061974
Memorizing the checklist items that you need to know by heart helps. You won't be expected to know them on the first few lessons, but it makes things smoother.

>>1061974
Just accept the fact that hovering's going to take a bit of time to master

Is there anything I ought to read if I'm working towards learning to fly and just toying with FSX isn't cutting it anymore?

>>1062121
Both of these are great references, and while they may be a bit dry at points they are invaluable sources of info.

https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/pilot_handbook.pdf

https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/airplane_handbook/media/airplane_flying_handbook.pdf

Went flying today, then went to a festival in town that is like, the dog lovers festival.

We were doing pattern work, winds started at 20 deg off the runway 15G18, then it picked up to 25G28.
I had no issue flying it honestly, WCAs were good and I was getting used to the absolute slug that was the final descent, but my instructor called it off since she was worried about windshear and doing power-off 180s.

Going to try again tomorrow, wind is forcast to do the same thing. Honestly hope it does, it gave me a nice, relatively easy challenge

>>1062121

FSX is awesome for basic radio skills and learning the more tec1hnical stuff like checklists and procedures, placement of switches and instruments, the VERY basics of how to operate Garmin GPSes, and even a little bit of flight planning.

Anything that takes feeling, like when the airplane breaks in a stall, the sight picture for various phases of flight, how to use your rudder, how to keep centerline on a taxi/runway, the aircraft does much better.

>>1062121
FSX is great for radio procedures, flight planning and reconing a route to an extent, but the flight modeling isn't exactly "there", and really, there's no substitute for hopping in an aircraft and going.

The best way to start learning is to take the dive and go on a discovery flight

>>1062121
Probably not 4chan

>>1062118
I keep reading about the dudes who hover on their first lesson, praying to god I have that god given skill

>>1062174
Pro-tip: You don't. That kind of thinking is what gets people frustrated and causes them to quit. Play the long game.

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I completed the online Cessna Ground School course and took some practice tests and did not do well. I think I didn't absorb much from the power point format. Especially when they tried to explain charts and calculations. So, im going to read this entire textbook. How long do you think it'll take me to read this whole thing ?

I really want to score well on my written. I'm just worried because written tests are not something I'm good at. I'm a hands on learner

>>1062174

I'm still working on my private. But from my short experiences, there are some skills that you'll be natural at, and others you struggle with. Like for me, I feel very comfortable landing, but for some reason VORs confuse the fuck out of me.

>>1062296
>Dial up VOR freq
>Zero in on the radial you want on your OBS
>Keep the line centered
>Don't panic when the line goes off when you're near it

Now you know how to use a VOR

>>1062294
Use Gleim or Shepard Air. They will prepare you better than anything for the test.

>>1062305
Not the other Anon, but I had these bastards figured out for the theoretical exams, but I'm pretty sure by the time it comes up again I won't remember fuck all.

Then again perhaps it's easier to understand in practice than it is to try and imagine it.

>>1062296
VORs are pretty simple once you understand their purpose and basic operation. It draws 360 lines using radio waves originating at the station, and you dial in one and fly along the line. Radials are alway referred to extending FROM the station, but can be picked up and used for navigation on either side of the station. Always remember: never fly the tail of the needle; when flying along a radial your heading should match the course selected. If you need to fly TO the station, dial in the reciprocal of the radial you are on; when flying FROM the station the heading will be the same as your selected course. This will prevent reverse sensing (opposite CDI deflection causing pilots to deviate further trying to correct).

If I'm flying TO the station on the R-210 I need to dial in R-030 (match your heading) to avoid reverse sensing. Although I dialed in R-030, I am still on R-210 until I reach the station, at which point I cross over onto the R-030.

If I'm flying FROM the station on the R-070 I would dial in R-070 to match my heading.

TO/FROM only depends on what side of the station you are on. 180 FROM is the same as 360 TO. Just remember, match the course with heading and the radial will be reciprocal-to, match-from.

>>1062305

I understand that part.

I just get confused on the whole radial shit. If you're flying a heading of 360. And the VOR station is directly north of you. Instead of flying TO 360, its TO 180 right?

That shit is confusing to me

>>1062312

Oh shit, I replied before I saw your post. You answered my question>>1062315

>>1062315

no you fucking retard... you're flying 360 TO, on the 180 degree radial.

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>>1062404

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>>1062411
don't give me that look

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>>1062411

>>1062404
Asshole

>>1062315

also, you might be confusing yourself by saying "TO 360 and TO 180"

numbers should come first...

if you're directly south of the station, what heading do you need to fly to get to the station? well you need to fly north, a heading of 360

360 TO the station... since your goal is to go TO the VOR station, then you should also have a TO indication on your HSI/CDI

i could teach you this shit in about 15 min prob if i was sitting next to you, was a CFII for like 2 and a half years before I went to the airlines

>>1062419
fuck you dawg, I just made you a fucking diagram and explained it in >>1062420

don't call me an asshole for helping

At least we're not talking about Navigating with NDBs

>>1062422

Pull the tail, push the head... easy peazy

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>>1062422

just for you

>>1062421
I'm not the anon who doesn't get it. I called you an asshole because >>1062404 isn't productive. I've already explained it myself here >>1062312

>>1062427
waaaaaaaaaa you jokingly corrected his post your explanation sucks it doesn't have a picture

>>1062429
Now you're being a nigger

>>1062431
Lel. If i was a nigger id already be at Delta

>>1062418
>>1062420

Thanks

I remember when the whole VOR thing just fucking clicked in my head and I felt like a humongous retard for making it a lot more complex than it actually is.

>>1062296 don't worry about it too much right now, once you get into instrument flying you'll be forced to understand it and hopefully by then it'll just click

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>you will never wear a space suit every time you fly
>you will never chill at FL750+
>you will never achieve a 15,000 ft/min initial climb rate
>you will never see the curvature of the earth with your own eyes
>you will never operate one of the most challenging planes to fly in existence
>you will never sit cozy in the coffin corner
>you will never be an ER-2S pilot

Boy life sure is cruel

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I've always hated VOR's.
>tfw did all my beginning training in a GPS capable aircraft with a PFD and MFD
This was a mistake.

>>1062315
Yeah, you're not alone. I thought the whole OBI/HSI to/from shit was stupid and needlessly confusing. Still do, even though I've got a handle on it now. Anyone who claims it's more user-friendly is full of shit. An RMI is way more intuitive and logical IMO.

A radial is basically just the ray projecting from the VOR station to your position. So if you're South of the station, you're on/near the 180 radial. With an HSI, you'd want to dial in your intended ***COURSE*** (which is 360 TO, if you want to continue flying Northbound to the station) and then follow the CDI needle to intercept and follow the (180) radial in.

>>1062467
These guys are like my fucking heros. I would do anything to be that good.

>>1062474
My instructor thinks that training PPL in G1000`s should be illegal, and from what he`s told me and from other people recalling people that got their PPL on G1000`s, I`m agree 100%.


Also, goddamn the Piper Archer III is a sweet little plane goddAMN

>>1062537
Stop using "`" as an apostrophe (')

>>1062558
Why so many different fly shit signs though?
¸¸,,,˛˛
``"'"´´

>>1062537
I bet your instructor thinks NDB approaches are great too. Automation and the glass cockpit setup isn't bad, you just have to understand the fundamentals and what happens when you lose the luxuries the G1000 provides.

I am 6'7" with broad shoulders and 245lbs. Am i too big for general aviation?

>>1062623
No, there are airplanes that will accommodate you. You may need to do your training a little unconventionally. A 172 will be cozy for you, But there's nothing that says you can't start off in a 182. It might help if you find an instructor who is tiny, more shoulder room for you.

You could definitely solo a 150, putting another person in there probably will not not work.

>>1062629
Ok. Thanks. 1 flight school near me has a 182 , 182T and a sr22 listed. I dont mide paying the extra $

>>1062623
One of my instructors was 6'9" and 300lbs. He was fine in a 172, but doesn't fit as well in the CRJ.

>>1062623
No, but it's going to be a cunthair more expensive, thanks to you not being able to fit into every airplane

>>1062315
Yeah, no. Latch on to the 360 radial and fly it. That's your course. Flying the 180 would mindfuck you when you cross-reference with your compass.

>>1062623
You're a big guy.

Mentally, is it a good idea to analogise VOR radials to runways with the indicator telling me whether or not I'm ploughing the grass (left/right of course)?
i.e. Flying a given radial TO = flying over the gigantic sky runway heading towards the middle where the VOR station is, with the runway number being the thing i'm flying towards. (If I'm thinking right, that means TO/FROM 180 = Flying down Runway 18.) If that's wrong, is it possible to fix it so the Runway-Numbers analogy still holds, or is there something that would necessitate an imaginary man coming out with a tin of painting and re-doing the numbers at a certain point?

While it probably sounds ridiculous, assuming it holds vaguely true it seems to immediately simplify the whole thing to imagine a big slab of numbered concrete instead of an invisible radio signal.

>>1062693
I used to be bigger my goal is to drop down to 220.

I did a bunch of glider flying as a student in highschool with a local club.

Never did solo just 2 seat gliding.

>>1062714
I thought I was big at 5'11" and 175

>>1062734
You're not big at all; you're normal.

I wish I was 175; goal is 190. Currently 6' and 245. Lost a bit since leaving previous job, but still a long way to go.

>>1062704
You are way over complicating this shit.

>>1062704

Seriously what are you talking about dude.

The VORTAC is the head of the needle, you are the tail of the needle. Heads fall, tails rise. If you need to move the head you have to push it.

If you need to fly a radial inbound then turn to intercept. Either visualize dragging the tail (you) to the radial, or pushing the head of the needle to reciprocal heading. I don't know why you're nuking this shit.

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>>1062742
But does the analogy work?
Somehow placing all the components in more tangible physical terms feels like it'd make the whole thing more comprehensible.
(For reference, that's my first post on the topic of VORs.)

>>1062761
I'm a different guy to the person asking the original question. I'm just trying to see if a workable metaphor can be assembled like that.

In terms of pic-related, on the left the plane is "flying over" Imaginary Runway 12/30 (brought into existence by the power of OBS), with the VOR station in the middle of the runway. On the right, the plane is "ploughing the grass" because it's not flying on the thing.

I'm too tired to remember exactly how it fits together, but that was the basic idea of the analogy. As I said, ridiculous, but if it holds imagining a big slab of numbered concrete is much less confusing.
(Maybe I'm thinking of radials, I'm correct to say once you pass the station you're outbound on 300, right? Which would maybe explain why the runway number helps keep that in mind, since once you fly over the "Middle of the runway" you're over "Runway 30", even if it's one physical Runway 30/12)

Commercial multi check oral today

Wish me luck boys, it's gonna be a bit rough

Piper aztec.

A good first twin?

There are a few for sale near me sub $50k. I can swing that, with plenty left over for all the hidden surprises. I have 75k saved so far.

>>1062855
Good luck m8. Oral is always the most nerve wracking part

I am a Chinese doctor looking to fly commercial, which airline should I use?

>>1062867
Check out Geronimo's with the 180 horse motors, great airplanes. I snagged a cream puff Geronimo for 37,000 USD and I'm LOVING it.

Aztecs are pa23 as well, But they're much thirstier, and I've found the hauling capability of the Geronimo to be more than sufficient.

>>1062843
>But does the analogy work?

Wouldn't know, was tl;dr. Play around with it flight simulator for five minutes, you'll get it.

>>1062893
What is the useful payload of a Geronimo with full tanks?


I would convert to a 4 or 5 seat config.

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Was doing some reading today and noticed something about fossil fuels running out within the next 80 or so years.
Of course I knew that this was going to happen, but it just never really meant much to me until I got into aviation.

How will this effect us? or when will it? Electric planes sound gay :^(

>>1063246
If in doubt, always bet on biofuels.
(Don't bet on biofuels, they didn't save the DC-9 for me and they'll betray you too.)

>>1063246
I won't live another 80 years so I wouldn't know :^)

Nah but in all seriousness I'd pick up gliding. If you're good you can stay up for 5+ hours and fly more than 200 miles.

>>1063132
900 lbs or so. Mine is 879 with the tanks topped but i know some are as high as 950. I have six seats in right now. I flight plan for 150kts and 20gph, and usually get 156kts and 17gph. I can get on and off the ground it under 1000 feet at max gross, and regularly see 1500 rpm climbs. The engines are bulletproof, and it is a joy atoms the pattern. It is a big fat wing, so you will feel the bumps on a turbulent day, but that's a small price to pay for the STOL capability.

>>1063411
1500fpm*

I'm not really sure if this is the right place to ask this, in fact I've never actually been to this board before, but I wanted to ask a question. Specifically, a question regarding dirigibles/airships. More specifically, why weren't rigid-bodied airships ever sail-powered like ocean ships were and sometimes still are? One such as myself with no aviation experience would think with the ability to stay aloft by themselves, airships could harness the wind to move around. What am I missing? I'm asking because I'm a fa/tg/uy who loves fantasy airships.

>>1063483
Sailing upwind is not possible without a keel. The key to sailing is utilizing the difference between the wind's "push" and the water's "push". Being that there's no difference when you're airborne, it's not possible to navigate or steer.

Sail planes use gravity to create that force difference. Airships so not have that ability, so navigating without a power plant is not possible.

>>1063483
>>1063490
In other words, unlike a boat, the only direction you can go is directly downwind. You could try changing altitude to catch a wind going a different direction, but that's horribly inefficient and odds are there just isn't a combination of winds that will get you where you want to go, unless you've specifically picked your destination to match the winds.

>>1063490
>>1063494
This makes sense, thanks. Well, guess I have to figure out how a low-magic medival fantasy setting would have some kind of technology to power their airships. Crank-driven propellers seems like the way to go now.

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>>1063490
attacha,,, train.

>>1063499
>>1063499
If you had a way to generate the lifting gas spontaneously you could add airfoil structures to the rigid airship that would make the ship move forward when it is forced aloft. Like a glider, but in instead of converting weight into forward motion, you're converting lift into forward motion. The ship would have to vent out gas as it reached an altitude where people could no longer breath, and could behave like a glider in its way back down. Once down, fill the ship with lifting gas again (chemical reaction?) The flight path would look like a sailboat "tacking" only vertically. The principal is actually the same too. In fact, it IS sailing, just up and down instead of side to side. This would add interesting things to the story as well. The crewmembers on such a ship would be very accustomed to the changing pressure, but it would be very uncomfortable, even painful to those unaccustomed to altitude changes. The ships would look like mantarays or something. The lifting gas would also be your "fuel" since it is what is providing the impetus for forward motion.

>>1062467
As cool as that would be, those guys are often up there for half-a-day missions, meaning they're forced to get creative when it comes time to take a leak; it's not exactly like they can whip out an empty water bottle

>>1062740
Well, if it's any inspiration, I used to weigh 270

Anyone here have any advice for power-off 180's?

My commercial checkride is coming up and this is the only maneuver I can't seem to do reliably.

>>1063605
It's better to turn early and slip it in than try to glide a big round half circle.

>>1063605

Is this some kind of stupid name for a split-S?

>>1063597
Bruh, catheter

Still on board with the idea

>>1063605
Power off 180s are fun my dude. It forces you to learn a bit of stick and rudder skills. In my experience, always shoot for maybe a few hundred feet prior to your point and plan for 10° of flaps, and use 20° and 30° to extend your float if you need to. It's fun sitting there putting in flaps floating just above the runway and seeing how far you can extend it just by adding another notch. By your checkride you should be able to judge pretty accurately your descent rate and float distance, but the addition of flaps in ground effect is an insurance policy. I had trouble getting it so I asked my instructor and we went up for a flight just doing power off 180s; we must've done like 10. It was the best decision I made in the commercial single course.

>>1063647
No. You pull the power off abeam the touchdown point on downwind and land the airplane on a spot without adding power.

>>1063647
It's a simulated engine failure into a short field. FAA test standards call for idle power on the downwind, and you must touch down at a specified point -0/+100ft. If you come up short at all you fail.

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Greetings from SE Qld /gag/ friends.

I'm nearly up to my flying test to get my recreational aviation certificate. What should I expect?

>>1063605
Fudge your turns to manage glide slope. If it looks like you're coming in high, extend and square off the base leg. If you feel low, cut the corners and head straight for the spot. Don't be afraid to slip if you're high, and if you can't already, learn to slip through a turn.

>>1062474
>70 hours now
>tfw still haven't used a GPS yet but can use a VOR acceptably
My instructors insisted that I train as a chart luddite.
I do feel somewhat intimidated by the more complex garmin setups about though.

>>1063754
Well, they test your flying.

>>1063859
You fly a GPS the same way as a VOR, it's just direct to your destination. Keep the line centered.

Well, I got a medical exam in an hour. Wish me luck, fingers crossed I don't suddenly have a debilitating disease.

>>1064110
You'll be fine my dude, just don't faint in the examination room and you'll pass

>>1063562
Hey, that's pretty good. I had already come up with a kind of airborn plant that naturally produces hydrogen insides itself to stay in the air, and since I already intended for people to use them as a source of lifting gas it would make sense for a craft like you described to keep a few aboard and leach gas from them to get lift.

>>1064132
If only that was the case. Apparently I now have to jump through hoops for the FAA over a pill I took for a diagnosis I grew out of sixteen fucking years ago. This is why people hate government.

>>1064165
What medication for what condition?

>>1064166
Ritalin for ADHD.

Completed my long IFR X-C today. Time clocked in at 3.2. I kind of want to die. Is this normal?

>>1064171
>IFR cross country
Yeah that's pretty normal.

>>1064171

Considering all you did was probably sit in an airplane for 2.8 of that 3.2, Yea that's pretty normal

>>1064168
Heh I'm sorry man, I've heard other people running into problems with the same situation. Just be patient I guess.

>>1064171
Total time was 3.2? My long IFR XC for multi was around 5.8, and my buddy got the Los Angeles runaround from ATC and ended up with a 6.9 through a reroute and a couple missed approaches (poor spacing) on a very similar flight.

Build your own?

Has anyone built their aircraft?

I have access to a water jet, cnc, welding equipment, and i am an experienced furniture builder ,and I have done composite work ( was on a team that built racing boats )


My dream would to build a cub from plans only.

>>1064168
Could be worse... i was diagnosed as a type 2 diabetic today.

>>1064196
Well fuck man, that blows hard. My condolences.

Had a pre solo phase check today. Overshot a power off landing and narrowly avoided some class D but I still passed.

>>1064207
I had the benefit of doing all my training within class D airspace. Helps with communication by essentially forcing you into it head first.

>>1064198
It was durring my FAA medical, my GP didnt catch it 3 months ago.

>>1064192
Attend a local EAA chapter meeting.

>>1057598
Talk to Scott Glover

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>tfw you`re flying a silky smooth cross country, but now you gotta flip your map around and right as you do, you fly over a forest with 320194 different thermals and ATC tells you to switch to a different freq

>>1064502
I tap my iPad twice and turn two knobs on the panel, then say hello. Wiggidy wack.

https://www.youtube.com/watch?v=UPo0GtCnBy8

Any flying instructors haunting about here?

New thread when

>>1064840
working on my rating right now.

>>1064840
Yes.

>dem fedex feeder feelz

New thread
>>1065218
>>1065218
>>1065218

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>>1057598
There is one in Australia, based in Wollongong. Flies pretty regularly at shows and such. I've seen it numerous times VH-EAG